Microprocessor based engine control system for controlling heavy engine loads

ABSTRACT

A microprocessor based engine control system for controlling heavy engine loads responds to a heavy load control signal (38), and manifold pressure (62), throttle blade position (34) and engine speed (74) signals from various sensors. All of this information is combined with engine control data from a Personality Programmable Read Only Memory (44) in a microprocessor (26) to generate an actuation signal to a delay means (132). The delay operates to hold the heavy load disconnected for a period of time to allow the engine to operate to increase its engine speed. After the delay or in those instances that the speed is great enough, the actuation signal operates a clutch (54) to connect the heavy load to the engine.

This invention relates to microprocessor based engine control systems ingeneral and more particularly to a dual microprocessor based controlsystem for controlling heavy engine loads.

A microprocessor based digital system is described in the commonlyassigned U.S. Pat. No. 4,255,789 entitled "Microprocessor BasedElectronic Engine Control System" by Hartford et al which issued on Mar.10, 1981. This is an electronic control system for an internalcombustion engine using a single microprocessor control having expandedmemory units and interconnecting circuitry to store the various enginecontrol laws. More particularly this patent describes an electronic fuelinjection system. The system is an advancement over the existing stateof the art in that it is more accurate in the calculation of the fuelcontrol laws and controls more output devices such as the fuel pump,exhaust gas recirculation (EGR) valves and the like. In addition,capability is provided for the handling of closed loop control.

In the above system, the accuracy and control of the generation of thefuel quantity or fuel injection signal increased over prior art analogsystems as did the complexity and amount of circuitry required. Theabove system did not have capability of being easily changed to fit thedifferent engine characteristics within a family of engines. In fact, toadopt each system to different engines requires major design of customcircuits. In U.S. Pat. No. 4,255,789, a single microprocessor had toaddress a plurality of Read Only Memories (ROM) and Random AccessMemories (RAM) in order to gather enough information to calculate thefuel quality signal.

The present system not only maintains the accuracy of calculations ofthe fuel quantity signal and other engine control signals, but does sowithout the complexity of the prior systems and with a significantreduction in the amount if circuitry required. With the use of smallerdisplacement engines in motor vehicles, be they either spark ignited orcompression ignited engines, it is desirable to disconnect heavy engineloads such as air conditioner compressors from the engine duringchanging engine operation demands.

One such engine operation demand is idle speed. At the customarilyadjusted idle speed, applying a heavy engine load will cause the speedof the engine to decrease. At the other extreme engine operating point,with respect to the position of the throttle valve, is the wide openthrottle condition wherein the engine is called upon to develop morepower. In each of these conditions, optional heavy loads are removedfrom the engine for a period of time to allow the engine to respond tothe change and then the heavy load is reconnected to the engine.

Prior art solutions to these conditions involved the use of idle speedcontrol systems wherein solenoid actuated control members operated toincrease the flow of air to the engine, thereby increasing engine speed.Other times, when either the load was left on the engine or else inresponse to an operator actuation, the clutch was disengaged until theoperator actuation was discontinued.

These and other problems are solved by the engine control systemaccording to the present invention wherein a control signal is generatedin response to an operator's actuation or an engine sensor request forthe attachment of a heavy load to the engine. In response to the heavyload, control data is interrogated to determine the desired enginecharacteristics for the particular heavy engine load. The throttleswitches are sensed to determine is the throttle valve is at eitherextreme position namely wide open or closed. The engine speed ismeasured and along with the control data, a microprocessor in responseto various engine control laws and the information sensed, an actuationsignal is generated to be applied to a clutch control. In response tothe actuation signal, the heavy load is connected to the engine.

INCORPORATION BY REFERENCE

This application is one of five applications filed on May 27, 1983, allcommonly assigned and having substantially the same specification anddrawings, the five applications being identified below:

    ______________________________________                                        Serial                                                                        Number Title                                                                  ______________________________________                                        499,110                                                                              Multiprocessing Microprocessor Based Engine                                   Control System For An Internal Combustion Engine                       499,112                                                                              Measuring Barometric Pressure With A Manifold                                 Pressure Sensor In A Microprocessor Based                                     Engine Control System                                                  499,113                                                                              Microprocessor Based Engine Control System For                                Controlling Heavy Engine Loads                                         499,114                                                                              Single Crystal Dual Microprocessor Computing                                  System                                                                 499,115                                                                              A Method For Maintaining The Integrity Of A                                   Dual Microprocessor Multiprocessing Computing                                 System                                                                 ______________________________________                                    

DESCRIPTION OF DRAWINGS

These and other advantages will become apparent in the followingdetailed description and drawings:

FIG. 1 is a block diagram of the microprocessor based fuel injectionsystem according to the present invention;

FIG. 2 is a block diagram of a microcomputer unit (MCU);

FIG. 3 is a schematic diagram of a dual microprocessor system with asingle oscillator;

FIG. 4 is a schematic of a motor driver circuit;

FIG. 5 is a flow chart of the Watchdog System on system turn on;

FIG. 6 is a block diagram of a subsystem for removing heavy engine loadsduring extreme ranges of engine power demand;

FIG. 7 is a flow chart of the a.c. control system;

FIG. 8 is a flow chart of the map tracker system;

FIG. 9 is a schematic of a power latch subsystem;

FIG. 10 is a schematic of the power latch subsystem for measuring thebarometric pressure of the engine environment;

FIG. 11 is a flow chart of the barometric pressure adjustment duringengine turn off;

FIG. 12 is a flow chart of the barometric pressure adjustment duringengine turn on;

FIG. 13 is a flow chart of the barometric pressure adjusted duringengine operations.

DETAILED DESCRIPTION

Throughout the following description, the words "microprocessor","processor", and "microcomputer" and "MCU" and "MPU" are usedinterchangeably to identify the same elements namely referencecharacters 26 and 28.

Referring to the FIGURES by the reference characters there is shown inFIG. 1 a dual microprocessor based engine control system for an internalcombustion engine. The particular system is dedicated mainly to fuelmanagement although other engine control functions such as transmissionshifting 20, ignition timing and control (spark advance) 22, speedcontrol 24, etc. may either be added or the system dedicated to suchfunction or functions.

As previously indicated, the multiprocessing microprocessor based enginecontrol system may include control laws for generating signals for otherengine functions. The information generated by the microprocessors (MPU)26 and 28 is capable of being used to control transmission shiftingeither by generating signals which directly actuate the shift mechanismsor by generating a lamp signal. The lamp signal is supplied through anappropriate lamp driver circuit to turn on a lamp at those times whenshifting should occur. Such a lamp may be on an instrument panel infront of the engine operator.

Ignition control including spark advance 22 are also functions which thesystem can control. In particular in FIG. 1 the system generates twosignals to advance the spark of a spark ignited internal combustionengine by either four or eight degrees. In a compression ignited engine(diesel) the timing of injection may be adjusted according to engineloads and operating characteristics.

The system is a closed loop speed density system having a plurality ofengine mountable sensors 30, an analog to digital converter 32, throttleposition switches 34, a starter solenoid responsive circuit 36, airconditioner control 38 circuitry capability, means for receiving power40 and a timer 42 all of which supply inputs to a pair ofmicroprocessors 26, 28 interconnected in a multiprocessingconfiguration. Also supplying inputs to the first microprocessor 26 is aProgrammable Read Only Memory (PROM) 44 containing information peculiarto a particular engine calibration. The output devices which areactuable by one or more control signals from the MPUs 26, 28 areinjectors 46, an ignition circuit 22, an idle speed actuator including amotor drive 48 and an idle speed motor 50, an electrically responsivefuel pump 52, air conditioner controls 54, an engine warning lamp 56, anEGR solenoid 58 and a control 60 for purging the fuel evaporationcanister.

The plurality of engine mountable sensors 30 provide signals havinginformational value representing engine operating conditions. The outputof each of the sensors 30 in the preferred embodiment is an analogsignal which is supplied to an analog to digital (A/D) converter 32. TheA/D converts the analog signal value into a digital signal having thesame informational value as the analog signal. One of the sensors is amanifold absolute pressure (MAP) sensor 62 functioning to provideinformation relative to the absolute pressure in the intake manifold. Asis well known, the amount of manifold pressure when coupled with otherinformation, such as speed, is an indication of the fuel requirements ofthe engine.

A pair of temperature sensors, one for measuring the temperature of theair 64 inducted by the engine and a second for measuring the temperatureof the engine coolant 66, generate output electrical signalsrepresenting the temperature of the fluid in which they are placed. Forclosed loop control, an exhaust gas sensor 68 is placed in the exhaustsystem to sense the amount of combustion of the fuel charge by theengine. In particular, an oxygen sensor measures the amount of oxygen inthe exhaust gas remaining after engine combustion. The information fromthis sensor will regulate the fuel air ratio according to the controllaws resident in the microprocessors.

The throttle position switches 34 generate an analog voltage signalwhich indicates the two extreme positions of the throttle valve. Thesepositions are important to the control laws because they indicate wideopen throttle (WOT) 70 and closed throttle state (CTS) 72.

The starting solenoid of the engine is operatively coupled to a startersolenoid response circuit 36 to provide a signal indicating that theengine operator is starting the engine and signifying to the controllaws the need for an enriched fuel quantity signal.

A speed sensor 74 which measures the speed of an engine member providesthe necessary engine speed information. Such a sensor 74 may measure therotational speed of the engine crankshaft of a conventional internalcombustion engine or the rotor speed of a Wankel engine.

In some applications, an air conditioner or other heavy engine loaddevice is operatively coupled to a control responsive circuit 38 togenerate one or more signals indicating that the load has been selectedand it is operating. As will be shown, during certain engine operatingconditions, the demands on the engine for power are such that certainloads should be disconnected. Air conditioning units 54 are one suchload, and the engine control systems through its control laws willperform such a disconnect operation.

A power supply receiving means 40 receives both battery power andthrough an ignition relay 76, ignition switched power 78 for supplyingelectrical power to the control system. Unswitched battery power is usedto maintain standby voltage 80 on certain volatile memories containingupdated calibrations during the times that the engine is nonoperating.The ignition switched power 78 is used to power the control systemduring engine operating times upon demand of the engine operator.

Also contained in the power receiving means is a reset control 82 forresponding to a sudden deregulation of the regulated supply voltagesupplied to the microprocessors 26, 28. It is important that if there isa deregulation in the voltage, that microprocessors be immediately resetin order to prevent spurious and undesirable signals from generatingincorrect data. Such a reset control system 82 is found in the commonlyassigned U.S. Ser. No. 288,591 entitled "A Power Processing Reset Systemfor a Microprocessor Responding to a Sudden Deregulation of a Voltage"filed on July 30, 1981 by Carp et al which is expressly incorporatedherein by reference.

As a safety factor and in order to reduce the drain on the engine powersupply during very long periods of uninterrupted nonoperability, a timer42 which is responsive to the ignition switched power 78 is used tomaintain standby voltage for a given period of time. In the preferredembodiment this time is greater than five days, although such a time ismerely a design selection. Such a selection of time should result in atime period measured in days as opposed to a period measured in minutesor hours. When the timer 42 times out because the engine has not beenoperated for a period of days, the updated engine calibrations are lostand the control system reverts back to its base line calibrations.

A Programmable Read Only Memory (PROM) which we call a PersonalityProgrammable Read Only Memory (PPROM) 44 is provided with preprogrammedsystem calibration information. The PPROM 44 supplies all of thecalibration constants for the engine control laws and adapts the controlsystem to a particular engine. In particular, the PPROM 44 is a 256-bytePROM.

All of the above input devices supply information to either or both ofthe dual microprocessors 26, 28. As previously indicated amicroprocessor based system is described in U.S. Pat. No. 4,255,789which is incorporated herein by reference. The '789 patent contains adetailed description of one of the microprocessors which description issimilar to the microprocessors in the preferred embodiment. Theparticular microprocessor unit (MPU) or microcomputer unit (MCU) used inthe preferred embodiment is a Motorola, Inc. unit MC6801 which is animproved unit of the MC6800 described in U.S. Pat. No. 4,255,789. As iswell known, each MPU has storage means in the form of Random AccessMemories (RAM) 84 and Read Only Memories (ROM) 86, central processingunit 88, a multiplexor control 90, timers 92 and a plurality ofinput-output ports 94-97 for receiving or transmitting signals tovarious input-output devices. FIG. 2 is a block diagram of themicroprocessors. Sometimes an MCU is defined as including an MPU,program memory and often certain I/O control. If this definition isfollowed the MC6800 is an MPU and the MC6801 is an MCU. In thisspecification the term MPU is used in the generic sense with theunderstanding that if an MCU is to be used the necessary modificationswill be made.

The dual MPUs 26, 28 are electrically connected together in parallel tocalculate from information generated by the various sensors 30, theseveral output control signals required by the engine control laws. Thetasks required are divided by the dual MPUs wherein the first MPU 26 isassigned the task of calculating the fuel quantity signals according tostored engine control laws and calibration constants and transmittingthe calculated information to the second MPU 28 for calculation of thecontrol signals to operate various electromechanical devices controllingfuel 46, emissions 58, warning lights 56, idle speed device 48, 50 andspark ignition 22 functions.

A single frequency determining element or crystal 100 is used with thedual MPUs instead of the conventional crystal controlled oscillator withan output buffer. The single crystal 100 is so interconnected with theMPUs 26, 28 that the first MPU 26 operates as the master MPU andoperates to synchronize the operation of the second MPU 28 as the slaveMPU.

The fuel quantity signal from the first MPU 26 is transmitted to theinjector driver circuit 46 which is operatively connected to anelectrochemical fuel injector mounted in the engine and upstream of theintake valves of the cylinders. If the system is a multipoint system,the several injectors are mounted to discharge fuel in the intakemanifold upstream of the intake valve of each cylinder. If the system isa single point system, one or more injectors are mounted in the throttlebody upstream of the throttle valve. For the purposes of the inventionherein, when the multiprocessing microprocessor based engine controlsystem is used for fuel management, the configuration and numberinjectors is not a constraining limitation.

The fuel quantity signal determines the initiation and duration of theactuation of the injector and the duration of actuation determines theamount of fuel injected into the engine. The injector driver circuit 46may be that described in the commonly assigned U.S. Pat. No. 4,238,813entitled "Compensated Dual Injector Driver" by Carp et al which issuedon Dec. 9, 1980 and is expressly incorporated herein by reference.

Before describing the operation of the dual microprocessor baseelectronic engine control system, the function and operation of theseveral blocks of the block diagram of FIG. 1 will be described. Aspreviously mentioned the dual microprocessors 26, 28 are driven by asingle frequency determining element 100 which in the preferredembodiment is a crystal connected in such a manner that the first MPU 26operates as the master MPU and operates to synchronize the operation ofthe second MPU 28 as the slave MPU. Referring to FIG. 3, in theparticular MPU selected, the input pins 2 and 3 are used to connect anexternally driven crystal 100 to drive the MPUs. Inside the input portsof the MPUs are a divide-by-four circuit which takes the input frequencyand divides it by four which then is the frequency of the MPU. Otherfrequency determining elements that may be used are ceramic resonators,LC tanks, etc.

There are three ways in which to hook up the single crystal 100 to theMPUs 26, 28. The most conventional way is to connect the crystal to anoscillator circuit to drive the oscillator. The output is then connectedthrough a buffer amplifier to provide the necessary drive current foroperating the MPUs. In another way, which is unconventional, the crystalis connected in parallel with each MPU. This results in the strongestMPU being the master and the other the slave. However, in the preferredembodiment it is desired to have one particular MPU 26 act as the masterMPU and this is the microprocessor which controls the fuel injector 46.Therefore, as shown in FIG. 3 the output 102 of the crystal 100 isconnected and parallel to each of the MPUs and more particularly to pin3 of each microprocessor 26, 28 and the return side 104 of the crystal100 is connected to the second input, pin two, of the mastermicroprocessor 26. In the slave microprocessor the second input to themicroprocessor, pin two, is connected to ground 106. MPU No. 1, 26, willtherefore assume the master role and the MPU No. 2, 28, will assume theslave role.

If it does not matter which microprocessor is the master and which isthe slave microprocessor, remove the ground 106 from pin two of thesecond microprocessor 28, and connect it to the return side 104 of thecrystal 100 or to pin 2 of the first microprocessor 26. In that manner,the crystal 100 would drive both MPUs at the same time and the strongerMPU would take over.

The advantage of the single crystal 100 is that an oscillator circuitand a buffer amplifier is omitted thereby reducing the chip count of thesystem.

The use of the single crystal 100 with dual parallel microprocessorsoperates to synchronize the two microprocessors. The effective outputimpedance of the two microprocessors is redued thereby permitting theuse of crystals with higher series resistances. This operates to providehigher drive capability from the crystal; faster start up times for theoscillator in the microprocessors 26, 28 and higher oscillatoramplitudes for better operation:

Referring to FIG. 4 there is illustrated therein a schematic of a motordriver 48 as may be used in the present invention. The motor driver isbasically a conventional "H" driver circuit wherein there is an additionof a positive temperature coefficient (PTC) varistor 110 in the supplyline to the driver bridge. Connected to the output of the driver bridgeis a reversible DC motor 50 which rotates in either direction dependingupon which control signal 111, 112 to the driver 48 is active. In theconventional prior art "H" driver circuit if the motor stalls or therotor shaft short circuits or if there is a ground fault, the bridgecircuit attempts to drive the motor resulting in high current loads andexcessive transistor driver dissipation.

Under normal operation the varistor 110 looks like a short circuit as ithas a very low resistance. However, if the motor 50 fails the currentthrough the varistor 110 will cause the varistor to heat up rapidlyincreasing its resistance and decreasing the current to the motor 50.Eventually the varistor 110 will effectively reduce the motor currentand prevent the destruction of not only the motor 50 but moreparticularly the control circuits and the motor driver circuit 48. Afterthe removal of the fault condition the varistor 110 will return to itsnormal resistance value and normal operation.

In the particular embodiment the running motor current is 0.25 amps andthe starting current is 1.5 amps at a 12 volt supply. The varistor 110has a normal resistance of 2.5 ohms with the switch point temperature ofapproximately 120° C.

The reset signal 114 in the dual microprocessor control system operateswhen activated to reset the microprocessors 26, 28 to a known hardwareand software initial state. As shown in the block diagram of FIG. 1,when the engine is initially turned on, the ignition relay 76 sends avoltage signal to the reset circuit 82 which generates the reset signal114 initializing the microprocessors 26, 28 to begin control of theengine. To this conventional use of the reset circuit, the system ofFIG. 1 has a Watchdog System which checks each microprocessor todetermine that it is operable both initially and during the operation ofthe control system. This system is illustrated in FIG. 5.

After initial turn-on of the system, step 116, through the reset signal114 both microprocessors 26, 28 are placed in their baseline operationwherein the hardware and software are in their initial state.Immediately after initializing, the first microprocessor 26 tests thePersonality Programmable Read Only Memory, PPROM 44, to determine thatthe information contained therein has not been destroyed. This is doneby reading a check sum step 118 of all the information contained thereinfrom a predetermined byte location and comparing, step 119, such sumwith an identical sum located in the memory of the microprocessor 26,step 120. In one embodiment, the check sum in the PPROM 44 is containedin the first byte read from the PPROM 44. This check sum has beenpreviously calculated from the digital value of all the informationcontained in the PPROM. The check sum is loaded into the PPROM when theparticular engine calibration constants are loaded in the PPROM 44. Thecheck sum in the microprocessor 26 is a pre-arranged number whichcorrectly identifies a proper PPROM 44 for the particular engine beingcontrolled. If the check sum from the PPROM is not equal to the checksum 120 located in the microprocessor 26, the microprocessor sends out acontrol signal 122, not equal, to the reset circuit 82 which thengenerates the reset signal 114 initializing the microprocessor 26. Oncethe microprocessor 26 is reinitialized, the microprocessor 26 thenattempts again to check the PPROM 44 by comparing the check sum 118 withthe check sum in its own memory. If the check sums are not equal themicroprocessor resets and attempts again.

Assuming that the comparison, step 119 of the check sum 118 in themicroprocessor with the check sum 118 in the PPROM 44 is correct, thefirst microprocessor 26 then transmits 124 a portion of the data to thesecond microprocessor 28. During this transmission, step 124, a checksum of the transmitted bits is accumulated in the transmitting MPU 26 bycounting all of the transmitted bits. The second microprocessor 28 atthe same time activates a timer which is set to a predetermined periodof time sufficient that all the data during this operation should betransferred. If the second microprocessor does not receive the datawithin the pre-set time of the timer, step 130, the secondmicroprocessor 28 generates a signal to the reset circuit 82 whichcauses both microprocessors to reset.

However, if the data is transmitted, the second microprocessor willcalculate a check sum of the data received, step 126, retransmit thatcheck sum back to the first microprocessor 26 which will compare thatcheck sum with the check sum it accumulated, step 128 and if they areunequal, the first microprocessor 26 will generate the reset signal 114.

Additionally, if the first microprocessor 26 through its timer which wasinitiated when transmission was begun between the two microprocessorstimes out before the check sum has come back from the secondmicroprocessor, step 130 then the frst microprocessor 26 declares afault indicating an error in the system and generates a signal to thereset circuit 82 resetting the microprocessors. All of the aboveoperations take place immediately upon turn on of the dualmicroprocessor based engine control system. However, once the system isoperational and running, the second microprocessor 28, on apredetermined time basis, will periodically recalculate the check sumfrom the information received from PPROM 44 via the first microprocessor26 to see whether any of the constants stored in its memory has beencorrupted. The reason for this is that since the information receivedfrom the PPROM 44 is stored in a RAM 84, a read-write memory, thecontents could become corrupted. Again, if the recalculated check sumdoes not match the previous check sum stored in the memory, themicroprocessors 26, 28 are reset.

Referring to FIG. 6 there is a block diagram of the special circuitrycontained within the engine control system which operates to removeheavy engine loads during either high or low power demands of theengine. In particular FIG. 6 is a block diagram which illustrates thecontrol of a compressor clutch 54 on an air conditioner as may be foundon the motor vehicle and FIG. 7 is a flow chart of the control system.With the present small internal combustion engine, the output power ofthe engine is small. At wide open throttle when the engine's operator isdemanding maximum power from the engine, the microprocessors 26, 28 willgenerate an actuation signal to open up the circuit to the airconditioner clutch 54 thereby disconnecting that load from the engine.In a similar manner at the opposite extreme end of the operating rangeof the engine, namely at idle condition the operation of the clutch isdelayed while the idle engine speed is increased.

In this system, the microprocessors 26, 28 receive signals from thevarious sensors 30 indicating the operating condition of the engine, therequest for operating the heavy load 38 together with additional controldata representing certain characteristics of the engine. Themicroprocessors 26, 28 will determine whether or not an actuationcontrol signal will be supplied to the large engine power consuming unitattached to the engine. If the unit is an air conditioner compressor,this actuation signal will cause engagement or disengagement of theclutch control means 55. Likewise under certain conditions themicroprocessor will cause the engine speed to be slightly increasedprior to allowing the engagement of the clutch or the connection of theheavy engine load to the engine.

In particular, referring to FIGS. 6 and 7 before the clutch is engaged,the air conditioner (a/c) control 38 generates an A/C request signal 738either from the engine indicating that the air conditioner should beturned on or from any of the temperature controls within the airconditioner indicating that the compressor should be operated. In eitherevent, the a/c control request 738 is a request for a heavy engine loadsuch as the compressor to be connected to the engine.

The a/c control request 738 is supplied to the microprocessors 26, 28.The microprocessors 26, 28 sense the throttle position switches 34 todetermine if the throttle valve is in a wide open condition, WOT 70,indicating the demand for heavy power output from the engine. If theengine is operating in a wide open throttle condition the actuationsignal from the microprocessors 28 is sent to a time delay unit 132,either internal or external to the MPU, to delay operation of thecompressor clutch 55 for a fixed period of time. This fixed period oftime is design consideration which indicates that for a minimumpredetermined period of time after the throttle of the engine is movedto wide open throttle, the air conditioning compressor clutch 55 willnot be operated. This particular actuation signal from themicroprocessors is typically generated when the engine is operating withthe air conditioning clutch on and the vehicle operator indicates thedemand for high power output from the engine. This delay will declutchthe compressor from the engine thereby removing a significant load fromthe engine.

However, if throttle valve is not in a wide open position, themicroprocessors sense the throttle position switches 34 for the CTSsignal 72 indicating closed throttle. The microprocessors 26, 28 theninterrogate the sensor 74 representing the speed of the engine todetermine 134 whether or not the engine is operating at a speed greaterthan a threshold speed. In this instance, assuming that the engine isoperating at a speed greater than the threshold speed and the throttleposition switch does not indicate closed throttle, the microprocessorinterrogates the PPROM containing the engine characteristics for aircondition control and generates an actuation signal 136 to be suppliedto the A/C clutch control means 55 of the compressor.

If the microprocessors determine that the engine is operating at orbelow the threshold speed as indicated by the signals from the RPM orspeed sensor 74, the microprocessors will send the actuation signal tothe motor control unit 48 which will cause the idle speed motor 50 toactuate. This idle speed motor will open up an air path feeding more airto the engine which in turn will cause more fuel to be supplied and theengine speed will increase. After a period of time, step 138, the enginespeed is above the threshold speed and an actuation signal from a timedelay means 132 activates the A/C clutch control means 55 to connect thecompressor to the engine.

In addition if the engine load is rapidly being changed such as duringacceleration of deceleration and neither throttle position switch 34,generally WOT 70 or CTS 72, is actuated, the microprocessors 26, 28 willgenerate an actuation signal to the clutch control means 55 of thecompressor or heavy load to disconnect them from the engine. This isaccomplished by means of a "MAP Tracker" system which senses rapidchange in the output of the manifold pressure sensor 62 which occurs asthe throttle valve is being moved. This rapid change is identified asMAP Tracker.

Referring to FIGS. 6 and 8, FIG. 8 is a flow diagram for the operationof the elements of FIG. 6 in the MAP Tracker System. The rate of changeof the manifold pressure is calculated, step 142, and if it is greaterthan an inhibit threshold level indicating rapid engine acceleration theactuation signal to the clutch control means 55 is generated. Thedisengagement of the clutch disconnects the heavy loads from the engine.In addition to generating the actuation signal, a timer is loaded, step144, with a predetermined constant representing a fixed period of timeduring which time the clutch will be disengaged.

Once the timer is loaded, the microprocessor continues to monitor theMAP Tracker to determine, step 146, when the rate of change becomes lessthan a fixed value which indicates that the engine demands are not beingrapidly changed. Before this condition happens, and each time that theMAP Tracker value is between the inhibit and enable threshold values,the timer is maintained at its fixed constant. When the monitoring ofthe MAP Tracker indicates that the enable threshold value is greater,step 146, than the MAP Tracker value, the timer is turned on, step 148,and allowed to run, that is time down from its preload value. When thetimer reaches zero, step 150, the actuation signal is turned off and theclutch becomes engaged.

Reference to FIG. 7, when the a/c request signal is turned off, the MPUchecks for the closed throttle state (CTS) 34. If the switch isactivated indicating that the throttle is closed, the MPU activates thetime delay 132 and also the motor control unit 48. The motor controlactivates the idle speed motor 50 to close down the throttle to its idleposition in order that when the load is removed, the engine speed willbe at idle and not advanced. After the time delay 132 times out, theclutch control means actuation signal is activated to remove the a/cload from the engine.

One of the voltages the voltage regulating circuit 40 is capable ofregulating is a standby voltage 80 from the battery voltage. In theparticular embodiment, the battery is twelve to fourteen volts and thevoltage standby value is five volts. Typically the standby voltage 80being very low in voltage is also extremely low in power. Therefore thebattery loading is minimal and the regulator is capable of maintaining astandby voltage 80 for a long period of time even though the battery hasnot been recharged. The standby voltage 80 is supplied to the twomicroprocessors 26, 28 and is used thereby for maintaining a portion ofits memory 84, 86 in its volatile state. When the standby voltage 80 isapplied to the memories, a signal or flag 166 is actuated in memory 84and will remain actuated until the standby voltage 80 is removed.Contained within this portion of the memory 84, 86 are the variouscalibrated update parameters which are representative of the engine asit is at the present time. These calibrations are as a result ofinformation gained in real time from the several sensors and are used tomodify the input characteristics from the PPROM 44. In the preferredembodiment the voltage standby regulator is operable for a time which ismeasured in terms of days through a timer 42 connected to output of thebattery.

Referring to FIG. 9 there is illustrated a schematic diagram of a powerlatch subsystem for the engine control system. The particular functionof this subsystem is to sense when the ignition to the engine is turnedon for a period to time and then generate a Power Latch Signal 158 fromthe microprocessor. This Power Latch Signal 158 drives an actuatorswitch, a control transistor 152, which connects the battery voltageline in parallel with the ignition switch 154 to the V_(B+) voltageregulating circuit 156. This connection maintains the battery voltage tothe voltage regulating circuit until the Power Latch Signal 158 isturned off by the MPU 28. It does this by maintaining the base of acontrol transistor 152 such that the transistor conducts in parallelwith the ignition switch 154. When the ignition switch 154 is opened,the Power Latch Signal 158 will keep the control transistor 152 inconduction for a fixed time. Thus, the timing of the Power Latch Signal158 begins a predetermined time after the system has been turned on andthe engine is operating and will remain for a fixed time after thesystem is turned off.

Referring to FIG. 10 there is illustrated in block diagramatic form asystem utilizing the Power Latch Signal 158 for the purpose of measuringthe barometric pressure of the environment in which the engine islocated. In this particular subsystem, it is desired to measure thebarometric pressure upon engine turnoff and to store this measuredpressure into the volatile memory of the microprocessor as indicated inFIG. 11. When the engine is then restarted, at some future time, themicroprocessor will address the memory for the barometric pressure andsupply that information to the several calculations to determine theamount and quantity of the fuel or the operation of any of the otherinput-output devices as illustrated in FIG. 12.

As hereinbefore indicated and referring to FIG. 10, the Power LatchSignal 158 from the microprocessor 28 maintains the voltage supply for atime after ignition turnoff. The ignition signal being turned off toturn off the ignition of the engine or the engine speed being reduced tozero triggers the microprocessor 28 to actuate the motor drive controlcircuit 48 to operate a motor 50 attached to the throttle valve 160 foropening the throttle valve to a wide open throttle position. Through aninternal timer in the microprocessor, a predetermined period of time isgenerated during which time the manifold pressure sensor 62 value fromthe A/D converter 32 is loaded into the memory 84, 86 in the areareserved for the value of the barometric pressure. At the end of timer,the Power Latch Signal 158 is turned off. The standby voltage 80 whichis applied to the memory, maintains this information for the period oftime that the standby voltage 80 is supplied to the microprocessor 84,86. In the preferred embodiment the time delay between the engineturnoff and the measurement of the manifold is four or five seconds. Thethrottle valve 160 can be fully opened in that period of time and thepressure surrounding the manifold pressure sensor 62 will besubstantially equal to the barometric pressure of the environment. Thisperiod of time will be less than the period of time that the Power LatchSignal remains.

In summary and referring to FIG. 11, when the microprocessors receive asignal, step 162, indicating that the ignition has been turned off, thesecond microprocessor 28 immediately turns off the control signals tomany of the output devices including the fuel pump relay 52 andactivates the motor drive circuit 48. During the predetermined period oftime after the ignition is turned off, the first microprocessor 26interrogates the manifold absolute pressure sensor 62 and stores itspressure value into its memory as the value of the barometric pressure.After the timer times out, the Power Latch Signal 158 from themicroprocessor is turned off, step 164.

At the next engine operation, when the ignition system signal issupplied to the microprocessor, the microprocessor addresses memory todetermine whether or not the standby or keep alive voltage has beenmaintained on the microprocessor. If it has, the signal or a flag, step166, which was actuated remains indicating that standby voltage 80 hasbeen maintained on the microprocessor. This flag is an indication to themicroprocessor that the memory locations contain the updated informationand to process the signals from the various sensors and inputs accordingto the most recent calibrations. In particular, the value of thebarometric pressure which was stored in memory, step 168, as a result ofengine turnoff is now used as the barometric pressure because in almostall cases the engine has not been relocated from its present environmentand the pressure is approximately the same. If the flag is not actuated,then the signal from the MAP sensor 62 representing the value of thepressure surrounding the sensor, is stored, step 170, as the value ofthe barometric pressure.

During operation of the engine, if the engine is mounted in a motorvehicle, the engine location can change and the ambient barometricpressure can of course change. Such a condition may be due to thevehicle going up or down hill thereby changing the altitude of thevehicle. In order to continuously update the value of the barometricpressure stored in the microprocessor, the microprocessor following theprocess of FIG. 13, senses a signal, step 172, which indicates a knownperiod of time such as half an engine revolution or one enginerevolution or whatever particular design characteristic is necessary forthe operation of the engine. Upon receiving this time signal which istypically generated by sensor sensing the rotation or movement of anengine member, the microprocessor reads the manifold pressure sensor 62generates a pressure signal therefrom representing the value of thepressure surrounding the sensor. This value is then compared, step 174,with the value of barometric pressure stored in the memory to determineif the values are the same. If the value of the pressure signal isgreater than the value of barometric pressure, this indicates that theengine is being moved from a higher elevation to a lower elevation.However, this could also indicate an ambient deviation in the ambientpressure.

Regardless of the condition, the microprocessor then addresses thememory location containing the value of barometric pressure and adds tothat value one unit of pressure, step 176. In particular, this is onetorr. This new barometric pressure value is then compared, step 178,with a predetermined fixed constant to determine whether it is greaterthan a maximum barometric pressure. In the particular embodiment, thevalues of the standard atmospheric pressure at sea level is 760 torr andunder no conditions should the value of barometric pressure stored inmemory exceed this number. If it does exceed this number, themicroprocessor will write 180 the maximum barometric pressure value intomemory. However if the new barometric pressure value is less than themaximum value the new barometric pressure value will be written into thememory location.

If the comparison of the value of the pressure signal and the value ofbarometric pressure results in the value of the barometric pressurebeing greater, the microprocessor interrogates, step 192, the throttleposition switch to determine whether or not the throttle is wide open.If the throttle is not wide open, this indicates that the pressure beingread by the manifold pressure sensor is the manifold pressure and notthe barometric pressure so the microprocessor will not change the valueof barometric pressure stored in the memory unit.

However, if the throttle is wide open the assumption made is that thepressure in the manifold is equal to the barometric pressure. The enginespeed is compared, step 184, to a threshold speed and if the speed ofthe engine is greater than the threshold speed, this indicates a highload condition or high induction system pressure drop and the manifoldpressure is not ambient pressure. If the speed of the engine is lessthan the threshold speed and the throttle is wide open an engine signalis generated, the value of the manifold pressure is compared with avalue of the barometric pressure, read from the memory, minus adifferential. The differential is a design constant representing thepressure drop across the throttle body from the ambient pressure to themanifold pressure. If, as shown in Block 186, the manifold pressure isless than the barometric pressure minus the differential indicating adrop in the ambient barometric pressure, the value of the barometricpressure in the memory is decreased by one torr as indicated in block187 creating a new barometric pressure. After the subtraction the newbarometric pressure value is compared 188 to a second predeterminedfixed constant representing the minimum barometric pressure value and ifit is less, the microprocessor will not write the new barometricpressure value into the memory but will write, step 190, the minimumbarometric pressure value into the memory location. However if the newbarometric pressure value is greater, the new barometric pressure valueis written into memory as the barometric pressure.

There has been shown a means for determining the barometric pressurevalue of the environment of the engine which is not subject tofluctuations in battery voltage. This value is stored in a volatilememory 84 or 86 as the value of the barometric pressure. Upon engineturnon the microprocessor interrogates the memory and if it finds thatthe standby voltage 80 has been maintained, the microprocessor will readthe value of barometric pressure contained in the memory and use suchvalue in its calculations. During operation of the engine, continuousupdate of the value of barometric pressure is made during proper engineoperations when the manifold pressure sensor 62 is truly subjected toambient pressure and not the pressure created by the engine. If at anytime during the operation of the engine it is found that the value ofbarometric pressure is different than the value of the pressuresurrounding the MAP sensor 62, the value of barometric pressure, undercertain conditions, is updated. Generally the manifold pressure shouldbe less than the barometric pressure and other conditions selected bythe microprocessor from the various engine sensors determine whether ornot the manifold pressure sensor is being subjected to ambient pressure.

We claim:
 1. In a microprocessor based engine control system, a systemfor controlling heavy engine loads such as an air conditioner compressorduring the extreme ranges of engine operation, said systemcomprising:means for providing control data representing enginecharacteristics under various heavy engine load conditions; switch meansfor generating a control signal requesting a heavy engine load; meansresponsive to the extreme positions of the throttle valve for generatinga throttle position signal; means for generating a signal representingengine speed; a microprocessor having a memory therein containing aplurality of engine control laws and operable in response to saidcontrol signal, said throttle position signal and said engine speedsignal, to generate an actuator signal according to said receivedcontrol data; and a clutch means responding to said actuation signal foroperatively connecting the heavy engine load to the engine.
 2. In asystem according to claim 1 wherein said clutch means additionallyincludes a delay means responding to both said actuation signal and saidthrottle position signal for delaying operation of said clutch meanswhen the throttle valve of the engine is at either extreme position. 3.In a system according to claim 2 additionally including:a motor controlmeans responsive to said actuation signal and said throttle positionsignal indicating a closed throttle position for generating a motorcontrol signal; and a motor responsive to said motor control signal foractuating an idle speed control for admitting additional air into theengine thereby increasing engine idle speed.
 4. In a microprocessorbased engine control system, a system for controlling heavy engine loadssuch as an air conditioner compressor during rapid intake manifoldpressure changes, said system comprising:a manifold pressure sensorresponding to the pressure in the manifold and generating an electricalsignal in response to said pressure; means for calculating the rate ofchange of response of said electrical signal; means for comparing saidrate of change of said electric signal with first and secondpredetermined values and generating a first control signal when saidrate of change exceeds said first predetermined value and a secondcontrol signal when said second predetermined value exceeds said rate ofchange; a timer responsive to said first control signal for setting saidtimer to a known value and responsive to said second control signal fordecrementing said timer to a second known value; and clutch means fordisconnecting and connecting the heavy engine load, said clutch meansresponsive to said first control signal for disconnecting the heavyengine load and responsive to said timer equal to said second knownvalue for connecting the heavy engine load.